Signal device for railways.



H. L. CRAIG.

SIGNAL DEVICE FOR RAILWAYS.

APPLICATION IILBD 1111111.1.1913I 1,081,892. Patented Dec. 16,1913.

2 SHEETS-SHEET 1.

H. L. CRAIG.

SIGNAL DEVICE POR RAILWAYS.

APPLIOATION FILED MAR.1. 1913.

1,081,892. Patented Dec. 16,1913.

2 SEBETSSHHET 2.

UNITED STATES `PATEN T OFFIDE.

HARRY LOROANZO CRAIG, OF MIDDLETOWN, NEW YORK, ASSIGNOR OF ONE-HALF T0WILLIAM PAUL CORBET'I, OF MIDDLETOWN, NEW YORK.

SIGNAL DEVICE FOR RAILWAYS.

Specification of Letters Patent.

Patented Dec. 16,1913.

To all who/m 'it may concern Be it known that I, HARRY L. CRAIG, acitiven ot the United States, residing at Middletown, in the county ofOrange and State of N ew York, have invented certain new and uset'ulImprovements in Signal Devices for Railways; and I do hereby declare the:tollowing to be a tull7 clear, and exact description et the invention,such as will enable others skilled in the art to which it appertains tomake and use the same, reference being had to the accompanying drawings,and to the letters and ligures et reference marked thereon, which form apart oit' this specific: tion.

This invention relates to new and use'tul improvements in automaticallyoperated apparatus tor actuating emergency brakes upon railway trainsand comprises a .simple and etlicient device of this nature havingvarious details of construction and combinations and arrangements ofparts which will. be hereinafter :t'ully described, shown in theaccompanying' drawings and then spe citically defined in the appendedclaims.

I illustrate my invention in the accompanying drawings, in which Figurel a view in elevation showing the application of my invention to arailway and signal tower. Fig. 2 is a plan view et a railway tower andconnections adapted to be raised by a railway locomotive. Fie'. 3 is aview in elevation ot' the mechanism carried by the engine and adapted toactuate the emergency brake. Fig. 4t is an enlarged detail view oit thebrake actuated mechanism, and Fig. 5 is a detail perspective view oit'the rock shaft and connections for actuating a signal.

Reference now being had to the details oit the drawings by letter, Adesignates a lever adapted to actuate an emergency brake of any desiredconstruction, and B is a longitudinally movable bar which is connectedat one end to said lever and is movable between the guides C, and D is acam which is curved and tapers longitudinally and is adapted to have awcdging or pushing action against the end of the bar B in order toimpart a longitudinal movement thereto for the purpose of driving thehar to the position shown in dotted lines in Fig. 4 by which movementthe lever for operating the emergency brakes is actuated. Said cam D hasarms E integral therewith and which project from a c0llar F which ispivotallv mounted upon a pin I-I. A bar K has its upper end invertedL-shaped as at K and normally engages a notch L formed in the convexededge et the cam I) to hold the latter normally in the position shown insolid lines in the drawings. The lower end of the bar K has across-piece N, and O is a lever pivotally mounted upon a fixed pin Q,the lever O being adapted, when turned upon its pivot to the positionshown in dotted lines in Fig. 4t, to cause the bar K to be raisedsufficiently to disengagc its upper end from the notch in the cam D,thus allowing the latter' to fall to the position shown in dotted liliesin Fig. 4t. The falling movement oit said cam will tend to impart alongitudinal movement to the bar B and through its connections with theemergency lever to cause the brake mechanism, not shown, to be operated.

Iivotally mounted transversely to the track oit the railway in themanner illustrated in Fig. 2 is a rock shaft T mounted in the bearings Tand to the crank arm T2 ot said shaft't a rod T 3 is connected which inturn is pivoted at T'i to one arm oit' the angle lever S. A rod S ispivoted at S2 to one arm oi the angle lever S and its other end isadapted to actuate the seniaphore signal J mounted upon the tower J.

In operation, when it is desired to set the crank shaitt so that it willoperate the brakes automatically as the engine equipped with theapparatus passes by the crank shaft, semaphore is set to the positionshown in Fig. 3, in which the crank shaft T will project above therails. The normal position of the lever O is that shown in solid linesin Figs. l and t and in which position it is adapted to contact with therock shaft T which, as the engine passes by the same, throws the leverto the position shown in dotted lines, which will raise the bar K andrelease the cam D, allowing the same to iall to the position shown indotted lines. The momentum of the cam D in swinging down ward issufficient to impart a longitudinal movement to the bar B which willinstantly apply the emergency brakes.

By the provision oit an apparatus embodying the features of myinvention, it will be noted that a simple and ellicient mechanism isafforded whereby a signal may be given to an approaching train equippedwith the apparatus and mechanism set in order to automatically applybrakes in the event of the signal not being noticed by the person incontrol of the brake mechanism in the eab oi the locomotive.

IVhat I claim to be new is l. An automatically-operated emergency brakeapparatus, comprising a brake lever, a. bar connected therewith, apivotal curved tapering weighted cam engaging the end of said bar, alongitudinally movable releasing bar normally engaging and holding saidcam, a lever adapted to actuate said bar, a rock shaft adapted to tripsaid lever and impart a longitudinal movement to the releasing bar toallow said cam to swing downward to move the bar connected to the valvebrake lever, as set forth.

2. en automatieallybperated emergency brake apparatus, comprising abrake lever, a bar connected therewith, a pivotal curved taperingweighted cam engaging the end of said bar, a longitudinally movable barhaving its upper end angled and normally engaging a notch in said cam, alever pivoted below the lower end of said angled bar, a rock shaftadapted to engage said lever to impart a longitudinal movement to thebar with an angled end to allow said cam to swing downward and move thebar connected to the valve lever, as set forth.

3. An automatically-operated emergency brake apparatus, comprising abrake lever, a bar connected therewith, a pivotal curved taperingweighted cam engaging the end of said bar, a longitudinally movable barhaving its upper end angled and normally engaging a notch in said cam, alever pivoted below the lower end ef said angled bar, a rock shaftadapted to engage said lever to impart a longitudinal movement to thebar with an angled end to allow said cam to'swing downward and move thebar connected to the valve lever, a signal, and connections between thesame and said rock shaft, asfset forth.

In testimony whereof I hereunto affix my signature in the presence oftwo witnesses.

HARRY LOROANZO CRAIG.

Witnesses:

II. C. DIMLER, C. D. JUDD.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of IPatents,

Washington, ID. C.

